Stepping Hill Hospital

Debate between Mary Robinson and William Wragg

Tuesday 21st January 2020 Commons Chamber

[Mr Wragg]

Naturally, I agree with the hon. Gentleman and commend him for his work, particularly in maintaining the stroke services at his local hospital. Indeed, I commend the work of all those who perform such vital roles at Stepping Hill.

In other parts of the country, especially in large cities, people have a number of options for where they can receive care for a range conditions, including as a result of accidents and minor injuries. That means that emergency departments just care for the sickest patients who need resuscitation or emergency care.

[Mary Robinson (Cheadle) (Con)]

Will my hon. Friend give way?

[Mr Wragg]

I give way to my constituency neighbour.

[Mary Robinson]

I am grateful to my hon. Friend for securing this really important debate. Stepping Hill Hospital serves not only Hazel Grove but High Peak and other parts of Stockport, and I know that there is a lot of interest in this debate. From my point of view, as the MP for Cheadle and as a Stepping Hill Hospital MP, I want to see the hospital really thrive. One of the issues facing the hospital is that it was built to accommodate about 50,000 out-patients—people coming into A&E—a year, and now that figure is going up towards 100,000. That is clearly a pressure on it. Does my hon. Friend agree that the £30.6 million that is going into the new emergency care centre will really make a difference?

[Mr Wragg]

Absolutely. I congratulate my hon. Friend and constituency neighbour on the work that she has undertaken with me and others from across the region in securing additional funding. I will touch on that later. She is absolutely right, because Stepping Hills’ emergency department is overstretched and facing those rising demands. It was built to treat about 50,000 patients a year but is currently on track, as she says, to exceed 100,000 patients this year.

Housing, Planning and the Green Belt

Debate between Mary Robinson and William Wragg

Tuesday 6th February 2018 Commons Chamber

[Mr Wragg]

There are many flaws in the statistical methodology of the GMSF that I would like to unpack, but unfortunately perhaps, or fortunately for the House, I do not have the minutes in which to do so. However, my hon. Friend is spot on.

Further to that, to give an example, the draft framework proposed that 4,900 hectares of Greater Manchester’s green-belt land be built on, representing a net loss of 8% of green-belt land across the area. In my constituency, proposals included a development of 4,000 homes on fields around the village of High Lane—essentially trebling the size of that village, with little regard for the burden of increased traffic on the road network and the increased pressures on public services.

[Mary Robinson]

I am grateful to my hon. Friend and constituency neighbour for giving way. I appreciate the points he is making, particularly about the green belt, because, as he knows, in my constituency 8,100 homes are planned to be built on the green belt. That is not sustainable or wanted, which is why more than 3,000 people signed my petition on that very point, which I presented to the House.

[Mr Wragg]

The constituents of Cheadle have a doughty campaigner in my hon. Friend. We think we have it bad in the Hazel Grove constituency with the proposals for 4,000 homes. The figure is more than double that in Cheadle, which is beyond the pale. Her constituents are fortunate to have such a vigorous representative in this House.

As my hon. Friend alluded to, in the last Parliament we presented petitions to the House on behalf of thousands of our constituents who are opposed to the massive scale of development on green-belt land and urge instead the development of brownfield sites. I also had the pleasure of introducing a Westminster Hall debate on the matter, which was well attended by colleagues from all parts of the House, including the current Mayor of Greater Manchester. That demonstrated the concerns over the spatial framework right across the region.

Since then, the combined authority has undertaken a public consultation on the Greater Manchester spatial framework, which received an astonishing 27,000 responses. While many of those recognised the need for new housing, concern about the allocation of green-belt land for that development was the single biggest issue raised in the consultation. Concerns over the environment and infrastructure were also raised. The massive response to the draft framework rightly prompted a fundamental rethink of the plan. Work is under way on a second version, which is due to be published in June 2018 and will be subject to a further 12-week consultation. The grass is long on the green belt in my constituency, but I hope that the combined authority have not put the plan into the long grass.

While we await the second draft of the GMSF, I have a few suggestions that might make the revised plan more acceptable to the public. I hope that the Minister will put some of them into practice when considering national planning policy. First, we need a vigorous “brownfield first” policy. Brownfield sites that have had development on them before should be prioritised for the building of houses, rather than the green belt. That not only protects the countryside, but encourages the regeneration of our towns and makes best use of land where the necessary infrastructure already exists. In Greater Manchester, there is at least 1,000 hectares of brownfield land spread over 400 sites that has not yet been fully developed for housing. That is more than enough to build at least 55,000 homes and it is probable that more land of that nature can be found.

We must also look for ways to optimise the density and quality of new housing developments, without eroding the green belt. After all, the green belt is an important barrier against urban sprawl. It encourages us to build upwards and not out. That allows people to live nearer their places of work and does not extend commutes, which in turn reduces the strain on local roads and transport infrastructure.

The Government recently conducted a consultation on the new approach to calculating local housing need, to which I submitted evidence. If the Government wish to proceed, I believe that the most significant policy change that should be implemented is for the new approach to calculating housing need to be considered at county level, rather than at metropolitan borough level. In the case of my local area, it would be considered by Greater Manchester rather than Stockport. It makes more sense to look at overall demand at a broader county level, rather than at borough level, especially in light of the devolution to city regions, combined authorities and metropolitan mayors, which look after other infrastructure and services.

Furthermore, members of the public do not necessarily observe and are perhaps even unaware of council boundaries as they go about their daily lives. They often live in one borough and work in another, and they may travel through several others to get from one to the other. The more artificial boundaries that form the basis of planning policy, the more divorced decision making is from reality. Critically, my proposal would allow flexibility to improve how local authorities work together to meet housing and other needs across their respective boundaries. Just because one borough has higher levels of employment or property values, it does not necessarily follow that it has more sites to build houses on.

In conclusion, the strength of local opinion is clear. The voices not only in my constituency but in neighbouring constituencies and from colleagues across the House are clear: the green belt should be safeguarded and previously developed urban land should be prioritised for housing instead. I recognise that the housing White Paper proposes to make it clear that green-belt boundaries should be subject to change only where the local authority can demonstrate that it has

“fully examined all other reasonable options”,

including the proper use of brownfield land. Indeed, any changes to green-belt designation should be made only as part of a wider local planning review process to ensure that there are opportunities for community consultation. Giving neighbourhood plans greater legal authority in planning law would be one means of achieving that. I commend the comments of my right hon. Friend the Member for Arundel and South Downs (Nick Herbert) and hope that those on the Treasury Bench were in listening mode for his submission.

South Manchester Transport Infrastructure

Debate between Mary Robinson and William Wragg

Wednesday 13th July 2016 Westminster Hall

[Mary Robinson]

I am grateful to my hon. Friend for making that point. Indeed, it is the wider links across the region that need to be considered in this discussion, because we need to do business and we need to change, and we need to make that change a change for the better, with the potential to generate local and international business, creating global connectivity for Britain’s second city, as well as for the periphery.

The Greater Manchester Transport Strategy 2040 and its consultation document, which was released last week, are explicit about the need for transport to address long-term challenges in Greater Manchester that are inclusive of but not limited to our growing population.

As local plans are put in place to deliver the housing needs of the city region, our local road network is the infrastructure workhorse of our communities, and as growth is planned we must remember that our roads are not only lines on a map but a vital means for people to live their lives. Clearly, there are areas where roads are stretched beyond their capacity. A prime example is what was once a simple junction connecting the communities of Cheadle and Gatley that now blights the lives of pedestrians and drivers. It is in the light of these pressures that I will talk about the road network in my constituency. One of the most pressing issues for my constituents is indeed the junction of the A34 and the A560 at Gatley.

Unfortunately, well-intentioned but small-scale interventions over the past 20 years have not been enough to tackle the problems of this junction and to make it fit for the future. As one of the five busiest junctions in Greater Manchester, it experiences the passage of 74,500 cars a week. In addition, esure insurance recently found it to be the sixth worst junction in the country for drivers jumping red lights. Plainly, it is operationally substandard.

That has placed a great strain on the wider road network, creating tailbacks along the M60 just a few hundred metres away and creating congestion for a considerable part of my constituency and on to the A34 Kingsway. The M60, which has two slip roads on to the A34, further adds to local congestion and environmental challenges. Over time, efforts to improve the working of the junction have included the creation of an eastbound left-turn lane for traffic approaching from Gatley, as well as the installation of traffic signals on the nearby off-slip from the M60 to better regulate traffic flow into the junction. More recently, the junction has benefited from the actuation systems to adjust signal timings in response to changes in traffic flow. However, it remains a major problem for the area.

Long-term transport problems were identified in the catchily titled South East Manchester Multi Modal Strategy, which is known locally as SEMMMS. SEMMMS was first produced in 2001 and is now due for reconsideration.

[William Wragg (Hazel Grove) (Con)]

I am also aware of the memorably titled SEMMMS project. Does my hon. Friend agree that one of the main causes of road congestion in Stockport is the lack of an A6 bypass from Hazel Grove to Bredbury, which would join with the M60? If she does, will she urge the Minister to consider that project for future funding?

[Mary Robinson]

My hon. Friend, whose constituency is right next to mine, knows full well how important that link would be. Indeed, I will add my words to his in pressing for that project to be considered.

I look forward to the refreshment of the SEMMMS plan, which is ongoing, and I will press for further consideration of the A34 corridor plan, which will explore the A34’s intersection with the M60. That plan will enable Transport for Greater Manchester to develop a more detailed understanding of the long-term growth implications along the A34 and to identify further areas of improvement to manage congestion. These problems need to be addressed both imminently—indeed, immediately —and for the longer term. This junction is broken and we need to fix it.

It is a fact that alongside Greater Manchester’s growing economic strength—growth that creates new employment and development opportunities across the wider conurbation, including Stockport—pressure continues to be put on local highway networks. There is particular pressure at junctions where there are complex flows of traffic wanting to access the city, Manchester Airport, the M60, the M56 and, very importantly for my constituents, local facilities and residential areas.

Further pressures on the general network and the A34 corridor are also in the spotlight as the Greater Manchester Spatial Framework and the Cheshire East local plan are being drawn up. It is clear that local plans must take into account the implications of increased developments, and where there are cross-boundary transport infrastructure issues it is vital to have co-operation between all stakeholders, including central Government.

I will highlight for the Minister the need for continued investment in the north. I welcome all the investment that we have had so far, but I am firmly focused on the north’s future. I have also stressed the importance of smaller infrastructure projects—yes, we need High Speed 2 and High Speed 3, but we also need to underwrite this ambition with support for large but more local projects.

I am pleased that for Members whose constituencies have problematic junctions, the Government have committed themselves to investment, delivering the biggest road improvement programme since the 1970s. Continuing that commitment will be imperative.

Infrastructure investment is represented by the £475 million Local Majors fund, which is designed to support local transport projects. That is an example of the type of investment funds we need in the wake of the referendum. Indeed, these smaller scale but large local projects also need prioritising.

I have had meetings with the interim mayor of Greater Manchester and the strategic transport director of Transport for Greater Manchester to discuss applications for the fund and the role I can play in facilitating them. I encourage the Minister to continue making local authorities aware so that we can all benefit from the potential prosperity the funds can generate. In my constituency, we look forward to progress being made on the changes so urgently required at the Gatley junction, and that should be considered as part of the wider SEMMMS strategy.

I am conscious of time, but I want to touch briefly on the ambitious developments in high-speed rail. HS2 will sweep into the north. I know I am touching on the programme with a brevity that does not do justice to its importance, but with phase 2a to Crewe opening in 2027 and the delivery of phase 2b marked for completion in 2033, there can be no further delay to the roll-out of the UK’s largest infrastructure project, through which the north can benefit from increased capacity to meet demand. I therefore look forward to the legislation being brought forward later this year for phase 1. Although I appreciate the extension of timetables for delivery to allow the petitions process, I urge the Government to take steps to prevent further delays to the opening of the first step to high-speed rail.

From a local perspective, I am pleased that the ambitious project of HS2 will come close to Cheadle at Manchester airport, but I would welcome further assurances on that crucial airport link to move from planes to trains. Additionally, I welcome the commitment to modernise and renew the rolling stock, with a move away from Pacer trains—many commuters between Cheadle and Manchester will echo my views—following Arriva’s new franchise around Manchester. I know passengers would welcome an increase in the capacity and comfort of local journeys. I also highlight the need for investment in stations, particularly through working cross-departmentally with the Department for Communities and Local Government to improve station environments, such as that at Cheadle Hulme in my constituency. In addition, I will be looking for greater responsibilities for franchises to invest in ticketing, to make it easier and more comfortable to travel and to use the networks to the full.

[William Wragg]

Does my hon. Friend agree about the importance of working with friends groups at those stations? They can do great work in drawing attention to the needs of the stations and to station improvements.

[Mary Robinson]

I echo my hon. Friend’s point. Friends groups in all walks of life play an important part in our constituencies, particularly with regard to our railway stations. I am looking forward to hearing about improvements that could be made to get much needed disability access in our stations. We have so many people calling for that; it is about time it was delivered.

Better bus services are also critical to unlocking growth in our communities, reducing congestion, supporting the elderly in socialising and helping to improve our environment. The Bus Services Bill, which hands franchising powers down to local authorities, will better enable those authorities to tackle priorities for improvements that will increase passenger numbers and deliver more benefits. Those benefits must continue to include connectivity, and, whether it be through smart cards or better branding, getting more people to hop on a bus rather than get in the car. Central to that are more frequent services. It is always disappointing when we hear about services being reduced, such as the X57 service, or withdrawn, such as the 373. That takes away a valuable link between constituents and their work, home and hospitals. I am keen to see measures put in place to enable local authorities to influence timetabling to better reflect local need. Furthermore, the Bill and franchising offer the prospect of improved disability access, which we need, whether that is through innovative visual or audio capability or better disability training, so that drivers know where to pull in at bus stops. I have drawn local stakeholders’ attention to Muscular Dystrophy UK’s Trailblazers report on improving access for young disabled people.

In closing, I seek assurance from the Minister that current and future programmes will continue to be funded as has already been pledged. We all appreciate the changes now in train—excuse the pun—owing to recent national developments, but the future prosperity of the north and my constituency must be maintained. Following the decision made three weeks ago tomorrow, there is a strong argument for more infrastructure investment and delivery, and that needs to take place with the small-scale and long-term, large-scale projects.

The northern powerhouse concept is crucial not only to the prosperity of the north-west of England, but to the whole of the north and the country itself. If it is to succeed, we must be committed to its funding, to improvements to roads and junctions, to the construction of HS2 and HS3, and to the transport infrastructure of Greater Manchester in all its forms. This is undoubtedly an exciting time for the Greater Manchester region. Now more than ever our attention is turning to the north, and power is moving from Whitehall to local communities as a result of our devolution process. I look forward to the prosperity I know that will bring to my constituents, Manchester and the north.